Electrical signaling system.



No. 798,452. PATENTED AUG. 29, 1905.

J. P. SAUER & S. E. JOHNSON. ELECTRICAL SIGNALING SYSTEM.

APPLICATION FILED SEPT. 19, 1904.

5 SHEETSSHBBT 1.

No. 798,452. PATENTBD AUG. 29, 1905. J. P. SAUER & S. E. JOHNSON.ELECTRICAL SIGNALING SYSTEM.

APPLICATION FILED SEPT. 19, 1904.

5 SHEETS-SEEET 2.

' No. 798,452. PATENTED AUG. 29, 1905.

J. P. SAUBR 82; S. E. JOHNSON.

ELECTRICAL SIGNALING SYSTEM.

APPLIOATION mum SEPT. 19; 1904.

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No. 798,452. PATENTED AUG. 29. 1905. I J. P. SAUER & 8'. BL JOHNSON. I

ELECTRICAL SIGNALING SYSTEM. AiPLIOATION FILED SEPT. 19. 1904.

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UNITED STATJES PATENT OFFICE.

JOSEPH P. SAUER, OF WI-IEATON, AND SAMUEL E. JOHNSON, OF LOMBARD,ILLINOIS.

ELECTRICAL SIGNALING SYSTEM.

Specification of Letters Patent.

Patented Aug. 29, 1905.

Application filed September 19, 1904. Serial No. 225,041.

- to what is commonly known as a block system for railways and the like.

Among the salient objects of the present invention are to provide asystem wherein signals arranged at each end of each block aresimultaneously changed to show that the block is occupied whenever a carenters the block from either direction; to provide in such a systemmechanism operating to automatically restore the signals to their normalposition or that indicating a clear way as the car leaves the block ineither direction; to provide in such a system a normally closed circuitor circuits which are depended upon to retain the signals in open-blockposition, so that in case of failure of the circuit for any reasonwhatever the signals will automatically assume the danger orclosedrblock position; to provide in such a system extremely simple anddependable apparatus capable of being readily protected against weatherand accidental disarrangement; to provide in such a system of thecharacter referred to a novel form of circuit-controlling device whichenables certain auxiliary circuits and auxiliary mechanical devices tobe retained in either of their two positions without necessitating theopening of that circuit which operates said circuit-controller; toprovide means operating in conjunction with the track-switches to setthe signals against the block whenever one or both of the track-switchesare in any other position than their normal positions; to provide anextremely simple system of duplex signals having definite cooperativerelations, so that failure of either form of signal would not lead toaccident, and, in general, to pro; vide simple and improved apparatusand features of arrangement in a system of the character referred to.

To the above ends the invention consists in the matters hereinafterdescribed, and more particularly pointed out in the appended claims.

The invention will be more readily under stood byreference to theaccompanying drawings, in conjunction with the description,'in whichFigure 1 is a diagrammatic view of a preferred embodiment of the system.Fig. 2 is a diagrammatic view showing the application of the system to arailway-track provided with a turnout. Fig. 3 is a diagrammatic viewshowing a modified embodiment of the invention. Fig. t is a view, partlyin elevation and partly in transverse section, of a circuitbreakingmechanism forming one feature of the system. Fig. 5 is a similar view ofa circuit-controlling mechanism adapted to both make and break circuits.Fig. 6 is a view of a modified construction of the device shown in Fig.5. Fig. 7 is an elevation, partly in section, of a semaphore adapted foruse in connection with the system.

Referring to the drawings, Fig. 1 shows diagrammatically the equipmentof one complete block. 10 designates the main conductor or wire, whichin the instance shown is grounded at each end, as indicated by 11 11',includes a battery 12, and is uninterrupted throughout its length exceptat the points where it passes through circuit-breakers, (respectivelydesignated as a whole 13 and 14:.) Describing one of saidcircuit-breakers, the two being alike, and referring more particularlyto Fig. 4E, 15 designates a track-rail against one side of which issecured a suitable frame member 16 and within which is movably seateda-depressible shoe 17 Said shoe 17 conveniently takes the form of aplunger, the upper end of which forms a rounded, head portion 18,normally rising slightly above the tread-surface of the trackrail andadjacent to one side thereof, so that the shoe will be depressed by thewheel of the car traversing the rail. IVithin the frame member-16 isformed a socket 19, within which the upper end of the plunger works, thestem of the plunger 20 being extended downwardly below the base of thetrack-rail and a coil expansion-spring 21 being interposed between thehead portion of the shoe and the bottom of the recess 19 of the framememher, so as to normally hold the shoe lifted.

22 designates as a whole a closed box of suitable construction to form aframe-support for mechanism now to be described, as well as serving toinclose the principal parts of said mechanism. At one side said box isprovided with an arm-like extension 23, which underlies and engages thebase-flange of the track-rail 15, the end of said arm being providedwith a hook 24, engaging the remote edge of the flange, while the framemember 16 is rigidly bolted to the arm, as indicated at 25, at theopposite side of the rail and serves as an opposing clamp to secure .thearm and connected box immovably to the rail. Within the casing 22 andmounted upon the bottom thereof is a vertically-disposed guideframe 26,comprising an upright the upper portion of whiehis vertically slotted topermit the arrangement therein of a switch-blade 27. Such switch-bladeis mounted upon the upper end of an actuating-stem 28 and is in the formof abar having parallel sides, which engage the sides of the slot formedin said upright and guide the bar accurately in itsbodily-rising-and-falling movement. The

. main body of the bar tern'iinates' at each end in a thin blade portion29, which blade portions are adapted to engage pairs of springblades 3031, mounted upon the base portion of the box at the respective ends ofthe bar. A cap member 32 is secured across the divided upper end of theupright, and between said cap-member and the upper side of theswitch-bar is interposed a coil expansionspring 33. The lower end ofthestem 28 extends downwardly through a suitable aperture 34 in bottom ofthe casing and is operatively connected with the shoe 17 by means of alever 35, fulerume d between its ends upon a suitable bracket upon thebox 22, as indicated at 36, the ends of said lever underlying the lowerends of the stem 20 and stem 28, respectively. Inasmuch as the shoe 18is depressed very suddenly by a hammer-like blow as the wheel engagessame, a cushioning-spring 37 is desirably interposed between the end ofthe lever and the lower end of the stem 28, said spring convenientlytaking the form of a leaf-spring secured to the upper side of the lever,as indicated at 39, and standing slightly away from the lever at itsfree end. The pairs of blades 30 and 31 are insulated from theirsupport, as indicated at 40.

The circuit-breakers 14 are interposed in main line 10, the respectiveends of said main line being connected with the pairs of blades 30 and31, as shown clearly in Fig. 1. From each circuit-breaker the main lineleads to and through a circuit-controller, (respectively designated as awhole 41 and 42.) The construction of one of these circuit-controllersis shown in detail in Fig. 5, by reference to which figure it will beseen that the general construction is like that of the circuit-breakerlast described, the differences of construction residing in themechanism arranged within themain box 22that is to say, there isprovided a shoe 18, mounted in a frame 17,

secured adjacent to the track-rail 1'5, and this shoe 18 actuates alever 35, which in turn acts upon thelower end of a verticaireciprocatory member 43, which in this instance consists of the core ormovable member of a solenoid, all arranged in the same general manner asin the construction of the circuit breaker. Describing said solenoid, 44designates a solenoid-coil arranged with its axisverticallydisdesignates a stem connected with the upper end of the core43 and extending in axial alinement with the latter upwardly through asuitable guide-passage 51, formed through the block 47. Upon the upperend of said stem is mounted a head52, carrying upon its under side acontact-ring 53, adapted to rest upon the contact-springs 48 48 when thesolenoidcore is at its lower limit of movement. The ring 53 is arrangedto'project at its periphery beyond the margin of the head 52, and thecontacts 49 are arranged to extend obliquelyupwardly and inwardly towardeach other in such relation that when the core is held in its uppermostposition the periphery of said ring 53 engages both contact-strips 49.The exact arrangement of the strips 49 will be clear by reference toFig. 6, in which a similar pair of contact-strips is shown. The windingsof the solenoid coil are included in the main conductor 10, as shownclearly in the drawings.

54 and 55 designate block-signal devices respectively located adjacentto the entrance ends of the block and preferably somewhat inside of thecircuit-controllers 41 and 42. These block-signals may be of anypreferred type, but both embody as a salient feature a holding-magnet,as 56 and 57, included in an auxiliarycircuit hereinafter to bedescribed. In the present instance each block-signal comprises, as bestseen in Fig. 7, a standard 58, carrying a suitable box 59, within whichis mounted a main target 60 and a bulls-eye 61. Within the box 59 ismounted in vertical position the solenoid or retaining magnet 56 or 57,hereinbefore referred to, and provided with a core 58, which extendsdownwardly alongside of the target 60. 62 designates a curtain, usuallyred, arranged to reciprocate vertically across the target 60, the lowerend of said curtain being connected with. lower end of the solenoid-core58 by means of an arm 63, so as to rise and fall with said core.

A shutter or screen, usually of red glass, is I also arranged to controlthe bulls-eye 61, and at this end a frame 64 is provided which carriessaid screen or shutter 65, said frame being provided withoppositely-extending arms 66 and 67, the former of which is fulcrumed,as indicated at 68, within the casing at one side of the bulls-eye. Theend of the arm 67 is operatively connected with the lower end of thesolenoid-core by means of a link 69. In order to relieve the solenoidfrom unnecessary lifting, the frame 6% is counterweighted, as indicatedat 70. It will be understood that the construction of the signal is suchthat a lamp or other suitable light may be arranged within the casingbehind the bullseye for night use, while the main target 60 and screenconstitute the day-signals.

' i In a preferred embodiment of the invention lamp-signals are arrangedin the main circuit 10 at points transversely opposite the block-signals54 and 55, as indicated at 71 and 72, Fig. 1. These lamps will beilluminated at all times when current is flowing through v the maincircuit, and suitable resistances 73 will be arranged in parallel withsaid lamps, so as to shunt through the latter the proper amount ofcurrent.

The block-signals 54 and 55 are connected in an auxiliary circuitarranged in shunt relation to the main circuit as follows: From the mainconductor 10 at a point inside of the circuit-controller a conductor 74leads from the conductor 10 to one of the contactstrips, as 48, of thecircuit-controller. From the opposite strip 48 a conductor 7 5 leads toand through the two coils 56 and 57 of the block-signals in series andthence to the contact-strip 48 of the second controller at the other endof the block. From the other side of the latter circuit-controller aconductor 49 connects that to the main conductor 10, thus completing theshunt.

The operation of the apparatus thus far described is as follows:Assuming a car approaching a block from the left, one of its advancewheels in traversing the rail 15 will first engage and depress the shoe18 of the circuitbreaker, thus lifting the switch-bar 27 and momentarilyopening the circuit. Normally the cores of the circuit-controllers 4:1and 42 will be in their dropped or lowermost positions notwithstandingthe fact that current may be flowing through the main circuit 10 fromground to ground, it being understood that the construction of thesolenoids of said circuit-controllers and the strength of currentemployed are such that the solenoids will not lift their coresunassisted. The momentary openingof the circuit-as the car enters theblock will therefore have no substantial effect upon the signalingapparatus, since although the coils of the block-signals may bemomentarily deprived of current they will be immediately restored assoon as the car-wheel leaves the shoe 18, thus permitting the switchbarto be forced back to closed position by its spring 33. In the furtherprogress of the car the wheel encounters the shoe 18 of thecircuit-controller, thus lifting the core of the latter far enough tobring it within the holding control of the windings of the solenoid andat the same time opening the shunt-circuit through its contacts 48 48.This opening of the shunt-circuit deenergizes the coils of theblock-signals and the latter drop to closed or danger positions, inwhich positions they remain while the car is traversing the block. Asthe car goes out of the block it first encounters the shoe 18 of thecircuit-controller, thus a second time opening the shunt-circuit andplacing the core of that circuit-controller under the holding control ofthe solenoid. In its further progress the car-wheel encounters the shoe18 of the second circuit-interrupter, and thus opens the circuitpositively at this end of the line and deenergizes the coils of bothcircuit controllers. Thedeenergizingof thecircuit-controllers closes theshunt-circuit. As the car leaves the shoe 18 the main circuit is againclosed, whereupon the block-signals in the shunt-circuit are restored totheir normal or clear positions. It will be obvious that the lamps 71and 72 will be illuminated whenever there is current passing over themain circuit, which is practically all the time, the main circuit beinginterrupted only momentarily as the car enters and as it leaves theblock.

It will be obvious from the foregoing that the motorman or engineer isable to determine before entering the block whether or not it is clear,and, further, that he will be enabled to determine definitely whetherthe main line is in working order, since any interruption of this linewill extinguish the lamps therein: It will be further obvious that themoment the car enters the block the dangei' signals will be set up andmaintained at both ends of the block until the car has passed out andthat these results are all accomplished by the use of a singlepractically continuous grounded line provided with the single shuntwhich controls the block-signals.

In Fig. 2 precisely the same arrangement of the apparatus shown in Fig.1 is employed, excepting only that an ordinary electric switch. isinterposed in the shunt branch 75 at a point transversely opposite eachtrack switch-bar 76, which controls the track-rails at the entrance tothe turnout. The movable member of the electric'switch is mechanicallyconnected with the switch-bar 76 in such manner that whenever thetrack-switch is shifted to any other position than that which providesfor clear way past the turnout the electric switch will be open, theshunt interrupted, and the block-signals thus set against approachingcars.

-. In Fig. 3 is showna simplified modification of tlie 'systemin whichan audible alarm such, for example, as a continuously-operating gong orbell-is set into operation upon the entrance of the car to the block andcontinues to operate until the car leaves the block. In thismodification the relative location and arrangement of thecircuit-intcrrupters, the circuit-controllers, and the main line are thesame as shown in Fig. 1. In this instance, however, a battery isnecessarily employed at each end of the main line between thecircuitinterrupter and ground. also the circuit connections through thecircuit-controllers are such that the controller operates as acircuit-holding as well as circuit-interrupting device. For this purposethe main conductor 10 extends from the circuit-interrupter 14; to and isconnected with.

one of the upstanding contacts 4E9 of the controller. From the oppositecontact 49 an extension of the main line leads to and through the coiland thence on to the opposite end of the block, at which end the sameconnections are repeated, of course in reverse order. At a point midwaybetween the two circuit-controllers a branch conductor 77 leads toground 78. In this branch is interposed an audible signal, such as abell 79, and a circuit-interrupter 80 similar to one of thecircuit-interrupters 13 or 14. A resistance 81 is arranged in parallelwith the bell -coils to insure an uninterrupted holding-circuit. Theoperation of this last-described apparatus is as follows: Normally thesolenoid-cores of the two circuit-controllers will be in their lowerpositions, and accordingly the main circuit will be open at each end. Asa car enters the block it will momentarily open the circuit-interrupterat that end, but without effect. When it encounters the shoe of thecircuitcontroller at the entrance end, however, it will lift thesolenoid-core, thus closing a circuit through the latter and to groundat 78 through the bell. Thereupon the bell will operate and willcontinue to operate until the car encounters the shoe of thecircuit-interrupter 80. The opening of the circuit at this point willdeenergize the circuit-controller at the entrance end of the block, andthus silence the bell. As the car leaves the block it will first closethe circuit through the controller at that end, thus momentarilysounding the bell; but it will almost immediately afterward open thecircuit at the interrupter, thus deenergizing the last-encounteredcircuit-controller and silencing the bell. Obviously the operation willbe identical with the car passing in either direction, since thearrangement is symmetrical. The last-described modification isparticularly adapted for use in short blocks controllinggrade-crossings.

From the foregoing description. it will be seen .that we accomplish theseveral objects of our invention enumerated in a simple, practical, andreliable way, which avoids much of In this instance the complication andfeatures of uncertainty usually pertaining to signal systems of thisgeneral character.

l/Vhile we have herein shown and described what we deem preferredembodiments of our invention, yet it will be obvious that the details ofconstruction and arrangement may be modified without departing from theinven tion, and accordingly we do not limit ourselves to these detailsexcept to the extent that they are made the subject of specific claims.

We claim- 1. An electric signal system, comprising in combination with ablock or signal section of a railway system, an electrically-operatedsignal at each end of said signal-section, an electric circuit includingsaid signals, a circuitinterrupting device connected in said circuit atone end of said signal-section, and a circuitcontrolling deviceconnected in said circuit at the opposite end of said signal-section,said circuit-controlling device comprising a magnet adapted to bemechanically moved and electrically held in operative position, bothsaid circuit-interrupting and circuit-controlling devices being mountedto be mechanically engaged and operated by a passing car, whereby tosimultaneously set said. signals upon entering said block or signalsection and to simultaneously restore said signals to normal position inleaving said block or signal section.

2. An electric signal system, comprising in combination with a block orsignal section of a railway system, an electrically-operated signal ateach end of said signal-section, a main circuit, a shunt-circuitincluding said signals, a circuit-controlling device connected in saidmain circuit at one end of said block or signal section and controllingsaid shunt-circuit, and a circuit-interrupting device connected in saidmain circuit, said circuit-controlling and circuit-interrupting devicesarranged to be mechanically engaged and operated by a passing car,whereby to simultaneously set said signals upon entering said block orsignal section and to simultaneouly restore said signals to normalposition upon leaving said block or signal section.

3. An electric signal system, comprising in combination with a block orsignal section of a railway system, an electrically-operated signal ateach end of said block or signal section, a main circuit, acircuit-controlling device con nected in said main circuit at each endof said signal-section, a shunt-circuit including said signals and saidcontrolling devices, and a circuit interrupting device connected in saidmain circuit at each end of said block or signal section, saidcircuit-controlling and cir cuit-interrupting devices arranged to bemechanically engaged and operated by a passing car, whereby tosimultaneously operate said signals upon entering said block or signalsection and to simultaneously restore :them to lIO normal position uponleaving said block or signal section.

4. An electric signal system, comprising in combination with a block orsignal section of a railway system, an electrically-operated signal, anelectric circuit including said signal, circuit-interrupting andcircuit-controlling devices connected in said circuit and adapted to bemechanically engaged and operated by a passing car, said controllingdevice comprising a magnet the armature of which is adapted to bemechanically moved and electrically held in operative position wherebysaid signal is operated when a car enters said block or signal section,and restored when the car leaves said block or signal section.

5. An electric signal system, comprising in combination with a block orsignal section of a railway system, an electrically-operated signal, anelectric circuit including said signal, a

circuit-controlling device and a circuit-interrupting device connectedin said circuit in series with each other at each side of said signal,said controlling device comprising a magnet the armature of which isadapted to be mechanically moved and electrically held in operativeposition said devices being so positioned as to be mechanically engagedand operated by a passing car, whereby to actuate said signal when a carenters a block or signal section and to restore it to normal positionwhen the car leaves said block or signal section, substantially asdescribed.

6.v In combination with an electric signal system for railways, acircuit-interrupting device, comprising in combination with a suitablesupport or casing therefor, a pair of contact members, a connectingmember mounted to be moved into and out of connecting engagement withsaid contact members, a guideframe for said connecting member anactuating member movably mounted and adapted to be engaged and actuatedby a passing car, and mechanism operatively connecting said actuatingmember and said connecting member, for the purpose described.

7. A circuit-interrupter for rail way-signals, comprising in combinationwith a suitable support or casing therefor, a pair of contact membersconnected in circuit, a spring-restored connecting member mounted to bemoved into and out of connecting engagement with said contact members,an actuating-shoe mounted adjacent the rail and adapted to be engaged bya passing car-wheel, and mechanism operatively connecting saidactuatingshoe with said connecting member, for the purpose described.

8. A circuit-interrupter for a railway-signal system comprising incombination with the rails thereof, a suitable support or casingtherefor, a pair of contact members mounted therein and forming circuitterminals, a spring'restored connecting member movably mounted betweenand in engagement with said contact members, guide members for saidconnecting member, an actuating-shoe mounted adjacent one of the railsand adapted to be mechanical] y engaged by a passing car-wheel, and anactuating-lever yieldingly connecting-said shoe and said connectingmember, whereby a passing car momentarily interrupts said circuit,substantially as described.

9. A circuit-controller for railway-signal systems, comprising incombination with an electric circuit, a solenoid-coil, an armaturecooperating therewith, relatively fixed and movable contact devices, thelatter moving with said armature, and adapted to be moved into and outof engagement with each other, an actuating member adapted to bemechanically engaged and operated by a passing car, mechanism connectingsaid actuating member with said armature, whereby the latter ismechanically moved and electrically held in a given position, for thepurpose described.

10. In a circuit-controller for railway-signal systems, the combinationwith an electric circuit, of a magnet, an armature therefor, relativelyfixed and movable contact devices, the latter moving with said armatureand adapted to be moved into and out of engagement with the former, andmeans for mechanically moving said armature into contact with the magnetto be electrically held thereby.

11. A circuit-controlling device for railwaysignal systems, comprisingin combination with an electric circuit, a solenoid, an armature mountedto reciprocate axially Within said solenoid, contact members upon saidsolenoid and upon said armature and arranged to be moved into and out ofengagement with each other, an actuating member arranged to bemechanically engaged and operated by a passing car, mechanism connectingsaid actuating member with said armature, whereby the latter ismechanically moved and electrically held in a given position, for thepurpose described.

'12. In an electric signal system for railways, the combination with anelectric circuit, of a solenoid, an automatically-returning armaturecooperating therewith, contact members upon said armature and saidsolenoid, said contact members being connected in circuit and adapted tobe moved into engagement with each other mechanically to make saidcircuit, an actuating member mounted adjacent the railway-track andadapted to be mechanically engaged and operated by a passing car,mechanism connecting said actuating member with said armature, wherebysaid armature is mechanically moved and electrically held in a givenposition, and a circuit-interrupter for momentarily opening said circuitto permit the automatic return of said armature to normal position,substantially as and for the purpose described.

13. In an electric signal system for railways, the combination with anelectric circuit, of a solenoid connected therein, a gravity-returnedwhereby said armature is mechanically moved and electrically held in agiven position, and a circuit-interrupting device adapted to bemechanically operated by said passing car to momentarily interrupt saidcircuit to permit the return of said armature to normal position,substantially as and for the purpose described.

14:. In an electric signal system, the combination with a block orsignal section of a railway system, of an electrically-operated signal,an electric circuit including said signal, a switch mechanism for saidrailway-track connected in said circuit, whereby to interrupt saidcircuit when said switch is in one of twopositions,circuit-controlling-and circuit-interrupting devices connectedin said circuit and adapted to be mechanically engaged and operated by apassing car, whereby to set said signal when entering said block and torestore said signal to normal position when leaving said block,substantially as and for the purpose described.

15. In an electric signal system, the combination with a block or signalsection of a railway system, of an electrically-operated signal, a maincircuit, a shunt-circuit including said signal, a rail-switch mechanismconnected in said shunt-circuit, whereby to interrupt said shunt-circuitand set said signal when said switch is in one of two positions,circuitcontrolling and circuit-interrupting devices connected in saidcircuits, said devices being adapted to be mechanically engaged andoperated by a passing car, whereby-to set said signal upon entering saidblock or signal section and to restore said signal to norm-a1 positionwhen leaving said block or signal sectlon, substantially as described.

16. In a signal system of the general character described, a semaphorecomprisinga suitable casing with target and bulls-eye openings therein,a collapsible screen controlling the target, a second screencontrollingthe bulls-eye opening, a solenoid and operative connectionsbetween the core of the solenoid and the two screens, whereby the targetand bulls-eye openings are opened and closed tovgether.

vertically, direct connections between the target-screen and armature ofthe solenoid, and

a link connection between said armature and the rocking lever,substantially as described.

JOSEPH P. SAUER. SAMUEL E. JOHNSON.

WVitnesses:

ALBERT H. GRAvns, FREDERICK (J. GooDwIN.

